Car-brake.



Nu 637,845, Patented Nov. 28, I899.

W. S. G. BAKER.

C A B B B A K E (Application filed Julie 8, 1899.)

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No. 637,845. Patented Nov, 28, I899.

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CAR BRAKE. (Application filed Jim 8. 1899:)

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No. 637,845. Patented Nov. 23, I899, w. s. e. BAKER.

CAR BRAKE.

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NITED STATES PATENT OFFICE.

WILLIAM S. G. BAKER, OF BALTIMORE, MARYLAND.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 637,845, dated November 28, 1899.

Application filed June 8, 1899.

To all whom it may concern:

Be it known that I, WILLIAM S. G. BAKER, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Oar-Brakes, of which the following is a specification.

My invention relates to car-brakes adapted for use in that class of trucks known as cen ter-bearing trucks, such as shown, for instance, in my Patent No. 552,298, of January 21, 1896. In these trucks atransverse bolster located between the wheels and below the carbody is pivotally connected with it. The bolster is supported by springs carried by the side frames of the truck, and the brakes are applied by mechanism which accommodates itself to the particular angle at which the truck may be relatively to the car-body when the brakes are applied.

My patent above referred to shows the four wheels of the trucks as beingof the same diameter. Present usage requires for some classes of trucks, when maximum traction is desired, that two of the wheels known as drivers shall be of a larger diameter than the others.

The object of my present invention is to provide improved brake mechanism adapted for use in trucks having wheels of diiferent diameters and to so arrange this brake mechanism that a large part of the braking powersay seventy percent.shall be applied to the drivers; but my invention is not limited toa car-truck in which the wheels are of different diameters, as my improved brake mechanism may be used where wheels are of the same diameter or where it is desired to apply greater braking power to the drivers than to the other wheels.

The accompanying drawings show my improvements applied to a car-truck of improved construction.

The novel features of the truck are not claimed herein, as they are claimed in my application for patent filed February 25, 1899, Serial No. 706,852.

Figure 1 shows a side elevation of acartruck embodying myimprovements, a portion of the car-body being also shown to illustrate the manner in which it is supported on the truck. Fig. 2 is a top plan view of the truck.

Serial No. 719,751. (No model.)

Fig. 3 is a transverse section, on an enlarged scale, on the line 3 3 of Figs. 1 and 2, looking in the direction of the arrows. Some of the parts are broken awayin order to better illustrate other parts. Fig. 4 is a detail view, being in horizontal section on the line 4. 4: of Fig. 3. Fig. 5 is a detailview, on an enlarged scale and in longitudinal section, on the line 5 5 of Fig. 2. Fig. 6 is a detail view, on an enlarged scale andin longitudinal section, on the line 6 f Fig. 3. Fig. 7isadetailview, on an enlarged scale, of the swivel-segments for connecting the truck with the car-body. The parts are shown partly in side elevation and partly in section. Fig. 8 is a plan view of the same. Fig. 9 is a detail view showing a portion of one of the chafe-plates employed.

The driving-wheels A are in this instance shown as of larger diameter than the wheels B, and each set of wheels has its axle mounted in suitable axle-boxes O O, which are ar ranged to move vertically in pedestals d d in the side frames D. The axle B of the wheels B being somewhat lower than that of the wheels A, the pedestals d of this axle depend from the side frames, while the pedestals for the axle A of the wheels A extend upwardly from the side frames. The side frames have housings E E for springs which rest on the axle-boxes, the entire load being supported by these frames.

The life-guard F is secured to the end of the side frames below the motor-supporting frame G. The motor H is hung on the axle A of the drivers, and it is also supported by a yoke I. The bolster L is preferably constructed of two plates Z Z, bolted together. The lower plate Zis straight, while the upper one inclines at its opposite ends, the middle portion being held elevated away from the platelby bolts and thimbles P. The opposite ends of the plates lie close together and are secured between clamp-castings P. The lower castings are each formed with a post L which projects downwardly between the plates forming the side frames immediately below it. The posts are arranged to move freely vertically between the plates, being guided thereby and also guided by filling-pieces L bolted between the plates. The upper castings Z are each formed with bearing-brackets M, in which are mounted antifriction -rollers m,

which are of a conical form, their axes being inclined relatively to the longitudinal axis of the truck and being arranged radially with reference to the swivel connection X between the truck and the car-bod y. The bolster L is arranged close to the drivers A and at a considerable distance from the small wheels B, so that by far the greater portion of the load is borne by the drivers. It will also be observed that the motor is arranged on the opposite side of the axle A, and its weight is borne almost entirely by thedrivers. This arrangement balances or equalizes to some extent the load on the drivers. A segmental plate N is securely bolted to the top of the bolster and projects forwardly therefrom. This plate at its rear end is formed with a curved guide-groove n, for the purpose hereinafter described, and at its front end it is formed with an aperture n for the swivelbolt N. A segmental casting O is secured to the car-body immediately over the plate N. This casting is connected at its front end to the cross-beam O by bolts 0, and at its rear end it is formed with a socket which embraces,partially,another cross-beam O Bolts 0 firmly secure the rear end of the casting O to the beam 0 The casting is provided with a hub or bearing 0 for the swivel-bolt N, and a boss 71 projects from the lower end of the hub and enters a corresponding recess n in the top of the segmental plate N. At its rear end the casting O is formed with a curved slot 0 struck from the axis of the swivel-bolt as a center, and through this slot projects a stud N which is secured to the segmental plate N. This stud is headed, the head being arranged above the plane of the bottom of the casting O, as shown in Fig. 7. Its shank is approximately of the same width as the slot 0, but is free to move back and forth therein. The head projects across the curved walls of the slot; but this slot is widened at its central portion 0 for convenience in assembling the parts. Near its rear end, under the socket 0 the casting O is formed with a curved oblong block at, which fits in the groove of the segmental plate N. It will be understood that theplate N is rigidly secured to the bolster L, while the casting O is rigidly secured to the carbody. If now the truck moves over a curve in the track, it will turn relatively to the carbody about the swivel-bolt N, and the stud N will move int-he curved slot 0, and likewise the block 91, will move in the groove n.

The postsL are secured at their lower ends, below the side frames of the truck, to halfelliptical leaf-springs Q, which are suspended from the side frames by links Q. One set of links Q is attached to the side frames near the axle-boxes of the drivers A, while the other set of links is attached to the side frames some distance from the axle-boxes O of the small wheels. By this arrangement more of the load is transmitted to the drivers than to the small wheels,as before explained.

The side frames are braced by transverse metallic plates R R. The plate R is formed with rightangled bendsr at its opposite ends, which are turned forwardly and bolted to the side frames, as shown in Fig. 2. The plate R is bent at r, forming inclined portions 7' at opposite ends, which extend rearwardly under the bolster, and these portions are again bent at their rear ends where they are secured to the side frames. The brake-shoes S S of the drivers and small, wheels, respectively, are arranged inside the wheels. The brake-shoes S on opposite sides of the truck are connected together by a cross-bar or brake-beam s, and this beam is suspended by means of links .9 from the cross-bar R. In like manner the brake-shoes S of the small wheels are connected together by a brakebeam 5 which is suspended by means of links 8 from across-beam R secured to the side frames, as shown in Fig. 2. It will be observed that the plates R R lie close together througho ut the greater portion of their length. The plates R R R are braced by castings T, arranged between them. These castings are formed with sockets t, which embrace plates R R and supplemental castings t are arranged on opposite sides of the plates. Long bolts i extend through the castings T T and through the plates R R R and firmly unite them, thus making a rigid frame. The links 8 s are pi votally connected with the castings T, these castings being provided with bearings and with pivot-bolts t for this purpose.

In order to hold the brake-shoes normally withdrawn from the wheels, I provide springs U, mounted on rods U, attached to the brakebeams s 5 These rods are preferably attached to the castings a, which are clamped to the brake-beams and which are also provided with devices for pivotally connecting thelinks s s with the brake-beams. The rods U are pivoted at u to the castings u, and they extend through the hangers U rigidly secured to the castings T. The rods U have adjusting-nuts n on their outer ends, and the springs U are arranged between the adjusting-nuts and the hangers U By this arrangement, as will be readily perceived, the brake-shoes are normally held withdrawn from the wheels. A lever V is suspended from a casting W, arranged in the longitudinal axis of the truck between the transverse plates R R This casting is shown in detail in Fig. 6. The lever V is pivotally connected at Q) to ears 1), rising from the top of the casting, and extends downwardly therefrom, where it is pivotally connected at '0 to an arm 0 projecting forwardly from a casting V, attached to the brake-beam 8 The main brake-operating lever WV is arranged in the longitudinal axis of the truck, its lower end being pivotally connected at w to the arm to, projecting forwardly from the casting W attached to the brake-beam s. A link W is pivotally connected at 10 to the lever V between its upper pivot 12 and its lower pivot '0 and it is pivotally connected at its front end by a pivot w to the brake-lever W just above its lower pivot w. The link may be made adjustable by providing it with a series of boltholes 10 The upper end of the lever W extends through a slot at in the segmental plate N, and it is adapted to move back and forth and be guided therein. The brake-rod Y is attached to the upper end of the brake-lever W just below the plate N.

It will be observed that the brake-lever W is located close to the swivel-bolt N, so that the brakes may be applied directly no matter what may be the angle of the truck relatively to the car-body, and the use of quadrants commonly employed in this class of trucks is dispensed with. The brake mechanism is so arranged and the leverage is such that a large proportion of the braking power is applied to the drivers. In the construction shown about seventy per cent. of the braking power is applied to the drivers.

In applying the brakes the lever W first draws the brake-shoes S against the drivingwheels, and then the continued rearward movement of the lever will push the link W rearwardly, and thus push rearwardly the le-' ver V, thereby pressing the brake-shoes S against the small wheels.

The brake mechanism which I have shown is simple and efficient and is especially adapted for use in car-trucks employing drivewheels of relatively large diameter as compared with the other wheels of the truck.

I claim as my invention-- 1. The combination of the wheels, axles and axle-boxes, the truck-frame, brake-shoes for the wheels, brake-beams connecting opposite shoes, links suspending the brakebeams from the truck-frame, a lever pivotally connected at its upper end with the truckframe and pivotally connected at its lower end with the brake-beam of the idle wheels, an operating-lever pivotally connected at its lower end with the brake-beam of the drivers, alink pivotally connected with said first-mentioned lever between its upper pivotal connection with the truck-frame and its lower brake-beam of the idle wheels, and a pivotal connection between said link and the operatin g-lever located between its lower pivot and its upper end, the organization being such that greater braking power will be applied to the driving-wheels than to the idle wheels.

2. The combination of the Wheels, axles and axle-boxes, the truck-frame, brake-shoes for the wheels, brake-beams connecting opposite shoes, a lever pivotally connected at its upper end with the truck-frame, and pivotally connected at its lower end with the brake-beam of the idle wheels, an operatinglever pivotally connected at its lower end with the brake-beam of the drivers, a link pivotally connected with said first-mentioned lever near the upper end thereof, and pivotally connected with the operating-lever between its upper end and its lower pivotal connection with the brake-beam of the drivers, the organization being such that greater braking power is applied to the drivers than to the idle wheels.

3. The combination of a car-body, a truckframe, the wheels, axles and axle-boxes, the brake-shoes, a transverse bolster located between the wheels, a swivel connection between the bolster and the car-body, a lever pivoted to the truck-frame at its upper end and at its lower end pivotally connected to the brake-shoes of the idle wheels, the brakeoperating lever, the lower end of which is pivotally connected with the brake-shoes of the drivers, and the upper end of which is arranged in the longitudinal central line of the truck close to the swivel connection between the car-body and the bolster, and a link connected with the first-mentioned lever and with the brake-operating lever just above its lower pivot.

4. The combination of the car-body, the truck-frame, the wheels and axles, a trans verse bolster located between the wheels and axles and supported on the truck-frame, a swivel-plate secured to the bolster and hav ing a longitudinal slot therein, a swivel-cash ing secured to the car-body, aswivel-loolt connecting the swivel-plate with the swivel-casting, brake-shoes for the wheels and a brakeoperating lever connected with the brakeshoes and having its upper end extending into or through the slot in the swivel-casting.

5. The combination of the car-body, the wheels, axles and axle-boxes, the truck-frame supported on the axle-boxes, a transverse bolster arranged between the front and rear wheels but closer to the drivers than to the idle wheels, a swivel connection between the car-body and the bolster, brake-shoes, brakebeams connecting the shoes, a brake-operating lever, the upper end of which is arranged in the longitudinal central line of the truck close to the swivel connection between the car-body and the bolster, and connections between said lever and the brake-beams.

In testimony whereof I have hereunto subscribed my name.

WILLIAM s. e. BAKER.

Witnesses:

J. PAUL BAKER, DANL. W. POWELL. 

